US8200408B2 - System and method for active traction control of a vehicle - Google Patents

System and method for active traction control of a vehicle Download PDF

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US8200408B2
US8200408B2 US12/340,823 US34082308A US8200408B2 US 8200408 B2 US8200408 B2 US 8200408B2 US 34082308 A US34082308 A US 34082308A US 8200408 B2 US8200408 B2 US 8200408B2
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vehicle
traction
setting
user
value
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US20100161194A1 (en
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Michael P. Turski
Charles M. Tomlinson
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GM Global Technology Operations LLC
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/082—Selecting or switching between different modes of propelling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/16—Curve braking control, e.g. turn control within ABS control algorithm
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/105—Output torque

Definitions

  • Embodiments of the subject matter described herein relate generally to traction control systems for vehicles. More particularly, embodiments of the subject matter relate to an active traction control system suitable for use during high performance driving.
  • Traction control systems are well known, and such systems have been deployed in many production vehicles. Traction control systems are sometimes referred to as electronic stability control (ESC) systems or dynamic stability control (DSC) systems.
  • ESC electronic stability control
  • DSC dynamic stability control
  • a traction control system is an active system that monitors the traction (wheel slip) of the vehicle and automatically takes corrective action when excessive wheel slip is detected. The corrective action is intended to stabilize the vehicle, reduce the wheel slip, and keep the vehicle on a safe and predictable path.
  • Conventional traction control systems usually rely on a combination of engine torque control (via throttle adjustment, spark advance, cylinder cutout, etc.) and brake control to quickly and automatically stabilize the vehicle.
  • a method for active traction control of a vehicle involves estimating a real-time tire traction value during operation of the vehicle, computing a remaining tire traction value based upon a comparison of the estimated real-time tire traction value to a total available tire traction value, calculating a traction system torque limit from the remaining tire traction value, and limiting actual traction system torque of the vehicle using the traction system torque limit.
  • a method for active control of corner exiting of a vehicle involves the steps of receiving a user-selected driving condition setting that is indicative of road conditions, calculating a traction system torque limit that is influenced by the user-selected driving condition setting, and limiting actual traction system torque of the vehicle using the traction system torque limit.
  • An onboard vehicle-based system for active traction control of a vehicle includes a user interface subsystem configured to receive a user-selected driving condition setting that is indicative of current road conditions, a vehicle sensor subsystem configured to collect real-time vehicle status data during operation of the vehicle, a traction system configured to generate torque for the drive wheels of the vehicle, and a controller coupled to the user interface subsystem, to the vehicle sensor subsystem, and to the traction system.
  • the controller is configured to receive the real-time vehicle status data from the vehicle sensor subsystem and, in response thereto, to estimate a real-time tire traction value for the vehicle.
  • the controller also receives the user-selected driving condition setting from the user interface subsystem and, in response thereto, generates a total available tire traction value.
  • the controller is further configured to compute a remaining tire traction value based upon a difference between the total available tire traction value and the estimated real-time tire traction value, calculate a traction system torque limit from the remaining tire traction value, and limit torque output of the traction system using the traction system torque limit.
  • FIG. 1 is a diagram that illustrates lateral forces associated with a vehicle exiting a corner
  • FIG. 2 is a schematic representation of an exemplary embodiment of an active traction control system onboard a vehicle
  • FIG. 3 is a front panel view of an exemplary embodiment of a user interface subsystem suitable for use with an active traction control system
  • FIG. 4 is a flow diagram that illustrates an exemplary embodiment of an active corner exiting control process
  • FIGS. 5-9 are diagrams that represent tire friction capabilities for a vehicle operating under various driving conditions.
  • an embodiment of a system or a component may employ various integrated circuit components, e.g., memory elements, digital signal processing elements, logic elements, look-up tables, or the like, which may carry out a variety of functions under the control of one or more microprocessors or other control devices.
  • integrated circuit components e.g., memory elements, digital signal processing elements, logic elements, look-up tables, or the like, which may carry out a variety of functions under the control of one or more microprocessors or other control devices.
  • Coupled means that one element/node/feature is directly or indirectly joined to (or directly or indirectly communicates with) another element/node/feature, and not necessarily mechanically.
  • FIG. 2 depicts one exemplary arrangement of elements, additional intervening elements, devices, features, or components may be present in an embodiment of the depicted subject matter.
  • the subject matter described here relates to an active traction control system that is intended for high performance vehicles (e.g., race cars) or for any vehicle that might be driven in a high performance mode.
  • high performance vehicles e.g., race cars
  • the active traction control systems described here allows the vehicle to maximize acceleration while exiting corners and to otherwise take full advantage of the traction capacity of the tires.
  • the exemplary embodiment of the active traction control system described below is an engine-only control system that is optimized for vehicle performance in environments such as on a race track or autocross course.
  • the system employs a corner exiting control methodology that estimates in real-time (or virtually real-time) the amount of tire traction that is utilized by the vehicle during cornering. This estimate is then compared to an estimated total available tire capability. The amount of potential tire force that is not being used for cornering is then considered to be available for purposes of accelerating the vehicle through the corner.
  • the system uses this remaining tire force/traction value to calculate an engine torque limit that will result in the potential tire force.
  • the calculated torque limit is then utilized as an active control limit on the actual driver-initiated engine torque command.
  • the active traction control system described herein also implements a feedback or backup control component. In this regard, if actual wheel slip in excess of a designated threshold amount is detected, the system can consider the amount of wheel slip and further adjust the engine torque command as needed.
  • FIG. 1 is a diagram that illustrates lateral forces associated with a vehicle exiting a corner 100 .
  • FIG. 1 shows the desired path 101 of the vehicle through corner 100 .
  • the tires of the vehicle will experience little or no lateral force due to road friction.
  • relatively low lateral forces appear (indicated by the short arrow). Consequently, the tire traction at point 102 must be sufficient to overcome the relatively low lateral forces, otherwise wheel slip will occur.
  • FIG. 1 illustrates the lateral forces associated with a typical cornering maneuver in a performance environment.
  • the lateral force is the highest at or near the apex point 104 of corner 100 (indicated by the long arrow), and such relatively high lateral forces might be maintained as the vehicle accelerates and exits corner 100 .
  • the lateral force reduces because the vehicle is no longer cornering and is beginning to travel in a straight path.
  • the goal is to accelerate through a corner at a point at or near the tire traction limit of the vehicle. If the vehicle is cornering below the tire traction limit, then the driver has not taken advantage of the full capabilities of the vehicle.
  • the active traction control system described herein allows the driver to take full advantage of the tire traction potential while reducing or eliminating unwanted wheel slip.
  • FIG. 2 is a schematic representation of an exemplary embodiment of an active traction control system 200 onboard a vehicle 202 .
  • Vehicle 202 includes four wheels, each having a respective tire 204 mounted thereto.
  • vehicle 202 may be a rear-wheel drive vehicle, a front-wheel drive vehicle, an all-wheel drive vehicle, or a vehicle having a selective drive configuration, the following description refers to a rear-wheel drive vehicle.
  • Active traction control system 200 (which is also referred to herein as an active corner exiting control system) is an onboard vehicle-based system in that its components are located on, carried by, or integrated into the host vehicle 202 .
  • System 200 may include or cooperate with at least the following components or elements, without limitation: a vehicle sensor subsystem 206 ; a user interface subsystem 208 ; a traction system 210 ; a controller 212 ; and an appropriate amount of memory 214 . These and other elements of system 200 are coupled together in an appropriate manner to accommodate the communication of data, control commands, and signals as needed to support the operation of system 200 .
  • conventional techniques related to vehicle control systems, vehicle sensor systems, torque management, and other functional aspects of the systems may not be described in detail herein.
  • Sensor subsystem 206 is suitably configured to collect real-time (and possibly non-real-time) vehicle status data during operation of vehicle 202 .
  • System 200 can process some or all of this vehicle status data in the manner described below, and other subsystems or components of vehicle 202 might also process or utilize some or all of this vehicle status data.
  • sensor subsystem 206 includes sensors (not shown) that collect data indicative of the yaw rate of the vehicle, the lateral acceleration of the vehicle, the velocity of the vehicle, the rotational velocity of the wheels of the vehicle, the wheel slip associated with the wheels of the vehicle, the vertical and longitudinal acceleration, the vehicle pitch, the vehicle roll rate, the wheel position relative to the body of the vehicle, or the like.
  • the design, configuration, and operational details of such vehicle-based sensors will not be described herein because these sensors and their applications are well known to those familiar with the automotive industry.
  • User interface subsystem 208 is suitably configured as a human-machine interface for vehicle 202 and, in particular, for system 200 .
  • User interface subsystem 208 can be realized using one or more elements, features, devices, or components, which may be conventional in nature.
  • user interface subsystem 208 may include, without limitation, any number of: buttons; knobs; switches; levers; dials; keypads; touch screens; touch pads; or the like.
  • user interface subsystem 208 preferably includes one or more features or elements configured to receive a user-selected driving condition setting that is indicative of current road conditions, the current road coefficient of friction, a current tire-to-road traction value, or the like.
  • user interface subsystem 208 also includes one or more features or elements configured to receive a user-selected vehicle handling setting, which might be indicative of a desired suspension feel, a desired handling limit, or the like.
  • FIG. 3 is a front panel view of an exemplary embodiment of a user interface subsystem 300 suitable for use with system 200 .
  • user interface subsystem 208 FIG. 2
  • This particular embodiment of user interface subsystem 300 includes two mechanical knobs that are designed to be manually actuated by the driver.
  • a first knob 302 is manipulated to designate the user-selected driving condition setting.
  • this embodiment includes at least the following settings: an icy road setting; a snowy road setting; a wet road setting; a dry road setting; and a race track setting.
  • these settings generally represent a range of driving conditions corresponding to different tire traction potentials.
  • user interface subsystem 300 need not be limited to a specific number of discrete driving condition settings. In such embodiments, user interface subsystem 300 could be suitably configured to select any number of different driving condition settings defined between any two boundary settings. The significance of the user-selected driving condition setting will be explained in greater detail below.
  • a second knob 304 of user interface subsystem 300 is manipulated to designate the user-selected vehicle handling setting.
  • this embodiment includes at least the following settings: a loose setting; a neutral, intermediate, average, or middle setting; and a tight setting.
  • these settings generally represent a range of vehicle handling preferences corresponding to different suspension and/or handling traits, characteristics, or “feel” of the vehicle.
  • the loose setting can be selected if the driver prefers to experience a manageable but safe amount of wheel slip and “looser” active control of the vehicle.
  • the tight setting can be selected if the driver prefers to experience little or no wheel slip and “tighter” active control of the vehicle.
  • user interface subsystem 300 need not be limited to a specific number of discrete vehicle handling settings. In such embodiments, user interface subsystem 300 could be suitably configured to select any number of different vehicle handling settings defined between any two boundary settings. The significance of the user-selected vehicle handling setting will be explained in greater detail below.
  • Traction system 210 may include an internal combustion engine, an electric motor, or a combination thereof. Traction system 210 is suitably configured to generate torque for the drive wheels of vehicle 202 . In practice, traction system 210 responds to driver-initiated commands (e.g., throttle) to increase or decrease the torque delivered to the drive wheels in a real-time manner. Moreover, system 200 can provide automatic and active real-time control of traction system 210 under certain operating conditions, as described in more detail herein.
  • driver-initiated commands e.g., throttle
  • system 200 can provide automatic and active real-time control of traction system 210 under certain operating conditions, as described in more detail herein.
  • Controller 212 can be operatively coupled to vehicle sensor subsystem 206 , user interface subsystem 208 , and traction system 210 in an appropriate manner. Controller 212 may be implemented using one or more processors, which may be co-located or distributed throughout vehicle 202 . In this regard, controller 212 may be implemented or performed with a general purpose processor, a content addressable memory, a digital signal processor, an application specific integrated circuit, a field programmable gate array, any suitable programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination designed to perform the functions described here. Controller 212 may be realized as a microprocessor, a controller, a microcontroller, or a state machine.
  • controller 212 may be implemented as a combination of computing devices, e.g., a combination of a digital signal processor and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a digital signal processor core, or any other such configuration.
  • Memory 214 may be volatile (such as RAM), non-volatile (such as flash memory, etc.) or a combination thereof.
  • memory 214 can be coupled to controller 212 such that controller 212 can read information from, and write information to, memory 214 .
  • memory 214 may be integral to controller 212 .
  • controller 212 and memory 214 may reside in an ASIC.
  • Memory 214 supports the active traction control techniques described herein by storing and recording collected vehicle status data, user-selected settings, and possibly other information that might be used or needed by system 200 .
  • FIG. 4 is a flow diagram that illustrates an exemplary embodiment of an active corner exiting control process 400 .
  • the various tasks performed in connection with process 400 may be performed by software, hardware, firmware, or any combination thereof.
  • the following description of process 400 may refer to elements mentioned above in connection with FIGS. 1-3 .
  • portions of process 400 may be performed by different elements of the described system, e.g., an onboard sensor, a controller, or a user interface component.
  • process 400 may include any number of additional or alternative tasks, the tasks shown in FIG. 4 need not be performed in the illustrated order, and process 400 may be incorporated into a more comprehensive procedure or process having additional functionality not described in detail herein.
  • the active traction control routine associated with process 400 may represent a default routine that is performed whenever the vehicle is operating, or it may represent an optional or selectable routine that is performed only when the driver (or other person) activates a “performance” or “race” mode.
  • the performance or race mode can be activated in response to user manipulation of a switch or button, e.g., an element of user interface subsystem 208 ( FIG. 2 ).
  • This embodiment of process 400 receives a user-selected driving condition setting (task 402 ) that is indicative of road coefficient of friction, road conditions, the current weather conditions, the type of tires mounted to the vehicle, etc.
  • the selected driving condition setting may be an icy road setting, a snowy road setting, a wet road setting, a dry road setting, a race track setting, or the like.
  • process 400 may receive a user-selected vehicle handling setting (task 404 ).
  • the selected vehicle handling setting may be a loose setting, an neutral setting, a tight setting, or the like.
  • process 400 could receive more (or less) user-selected settings that influence, govern, or otherwise affect the active traction control routine.
  • Process 400 may continue by calculating or generating a total available tire traction value from the user-selected setting or settings (task 406 ).
  • the total available tire traction value could be generated in response to the user-selected driving condition setting, in response to the user-selected vehicle handling setting, or in response to both.
  • the total available tire traction value represents an estimate of the total available tire capability, friction, or lateral force capacity.
  • the total available tire traction value is a force expressed in Newtons.
  • the user-selected driving condition setting influences the total available tire traction value—relatively slick driving conditions (e.g., icy) will result in a lower total available tire traction value, while relatively grippy driving conditions (e.g., race) will result in a higher total available tire traction value.
  • the user-selected vehicle handling setting also influences the total available tire traction value—the loose setting will result in a higher total available tire traction value (which allows the vehicle to experience more wheel slip before torque limiting takes place), while the tight setting will result in a lower total available tire traction value (which allows the vehicle to experience less wheel slip before torque limiting takes place).
  • task 406 can calculate the total available tire traction value as a suitable and appropriate function of the user-selected setting(s). For example, in certain embodiments the user-selected settings are used to modify a preselected or predetermined nominal value of a tire friction coefficient. This nominal value can then be multiplied or otherwise adjusted using a tire normal force estimate to obtain the total estimated tire force. Other approaches or algorithms can be employed to improve the system performance, and the above represents merely one suitable example.
  • tasks 402 , 404 , and 406 could be performed as soon as the user selects the settings, regardless of whether the vehicle is idling, cornering, or operating. Indeed, tasks 402 , 404 , and 406 could be performed during a time when the engine is not running. Eventually, however, the vehicle will be driven on a road, a race track, or a course, and process 400 can be performed to actively assist in corner exiting control.
  • process 400 collects vehicle status data (task 408 ) from one or more onboard vehicle sensors. Task 408 preferably collects the vehicle status data in real-time or virtually real-time so that process 400 can immediately react to the current operating status of the vehicle.
  • task 408 collects vehicle status data such as yaw rate, lateral acceleration, velocity, wheel speed, and the like.
  • vehicle status data can be refreshed and sampled quickly and often, e.g., once every five to twenty milliseconds.
  • FIGS. 5-9 are diagrams that represent tire friction capabilities for a vehicle operating under various driving conditions.
  • the vertical axis indicates longitudinal tire forces (Fx) and the horizontal axis indicates lateral tire forces (Fy).
  • the total tire force at any given time is the vector sum of the individual Fx and Fy components.
  • the normal or longitudinal force will generally be different for each driven tire, especially during cornering.
  • the maximum available tire force can be thought of as a circle of diameter Fmax.
  • FIGS. 5-9 depict ellipses rather than circles.
  • FIG. 5 depicts exemplary forces that might arise during normal driving.
  • the longitudinal force, the lateral force, and the vector sum are all well within the Fmax boundary.
  • FIG. 6 depicts a scenario where the vehicle is operating at maximum longitudinal acceleration. In FIG. 6 , the longitudinal force reaches the Fmax boundary, and the lateral force is negligible.
  • FIG. 7 depicts a scenario where the vehicle is operating at maximum cornering capability. Here, the lateral force reaches the Fmax boundary, and the longitudinal force is negligible.
  • FIG. 8 depicts the tire forces experienced when a vehicle is cornering hard but below its maximum cornering capacity.
  • the vector for Fy is still within the Fmax boundary.
  • the full friction potential of the tire is not being utilized. Consequently, the amount of tire force available to accelerate the vehicle is depicted by the vector 502 in FIG. 9 , which represents a remaining longitudinal force capability.
  • the vector sum of the actual lateral force and vector 502 results in an overall force vector 504 that terminates at the Fmax boundary, thus maximizing the potential of the tire.
  • the methodology described herein tries to determine the force associated with vector 502 , and limits the engine torque to the value that would provide that force.
  • the sampled vehicle status data can then be processed in an appropriate manner to estimate a real-time tire traction value (task 410 ).
  • Task 410 is performed in real-time (or virtually real-time) during operation of the vehicle to estimate the actual amount of tire traction potential that is being utilized during the current driving maneuver.
  • the real-time tire traction value represents an estimate of lateral force in Newtons. For example, if the vehicle is traveling at a low velocity in a straight line, then the real-time tire traction value will be relatively high, which indicates a “surplus” of lateral tire traction available for cornering. In contrast, if the vehicle is traveling through a corner with high acceleration, then the real-time tire traction value will be relatively low, which indicates little remaining lateral tire traction available.
  • Process 400 can then calculate, generate, compute, or derive a remaining tire traction value (task 412 ) from the estimated real-time tire traction value and from the total available tire traction value.
  • This remaining tire traction value is based on a comparison of the estimated real-time tire traction value to the total available tire traction value. More specifically, task 412 computes the remaining tire traction value by subtracting the estimated real-time tire traction value from the total available tire traction value.
  • the remaining tire traction value (which is expressed in units of Newtons in this example) may be the actual calculated difference or it may be a value that is derived from or influenced by the actual calculated difference.
  • the remaining tire traction value represents the “surplus” tire traction capacity or capability for the current real-time operating conditions.
  • a positive remaining tire traction value indicates that the vehicle can be driven harder through the corner (higher acceleration through the corner) without experiencing detrimental wheel slip or loss of control.
  • a higher remaining tire traction value indicates that the vehicle is being driven below its full cornering potential, while a lower remaining tire traction value indicates that the vehicle is being driven closer to its full cornering potential.
  • process 400 calculates a traction system torque limit from the remaining tire traction value (task 414 ).
  • the torque limit could be calculated concurrently with the computation of the remaining tire traction value.
  • Task 414 may be associated with a suitable conversion formula or algorithm that converts the remaining tire traction value into the torque limit.
  • the torque limit is associated with a maximum allowable torque command for the traction system of the vehicle.
  • the torque limit is expressed in units of Newton-meters. In practical deployments, the torque limit will be expressed in a format that can be recognized and processed by the active traction control elements of the vehicle (e.g., throttle control, ignition timing control, cylinder cutout control, etc.).
  • this torque limit will be influenced by the user-selected driving condition setting, the user-selected vehicle handling setting, and/or the real-time vehicle status data (as applicable). As explained below, this real-time torque limit is used to limit the actual traction system torque of the vehicle if necessary.
  • the system will process real-time torque commands (task 416 ) that are generated in response to driver input (e.g., throttle pedal actuation). These torque commands influence the power output of the traction system, which in turn influences the torque applied to the drive wheels of the vehicle, which in turn influences lateral forces experienced by the tires during cornering. If the real-time torque command exceeds the computed torque limit (query task 418 ), then process 400 actively limits the actual traction system torque of the vehicle (task 420 ). It should be appreciated that query task 418 may perform an absolute comparison or it may determine whether the real-time torque command exceeds the computed torque limit by at least a defined threshold amount.
  • task 420 actively limits the actual torque output of the traction system using the calculated torque limit as a maximum limit.
  • task 420 may leverage one or more conventional techniques to implement the active torque control, including, without limitation: active throttle control; ignition timing control; cylinder cutout control; electric current limiting or regulation (for electric motors); clutch slip control; viscous coupling control; or the like.
  • active throttle control ignition timing control
  • cylinder cutout control electric current limiting or regulation (for electric motors); clutch slip control; viscous coupling control; or the like.
  • process 400 represents a “feed-forward” active traction control methodology in that the torque limit is dynamically calculated based on current vehicle operating conditions.
  • process 400 also implements a “feedback” active traction control methodology.
  • process 400 could monitor wheel slip of the vehicle (using conventional techniques and technologies) to detect whether or not excess wheel spin is present. If process 400 detects an amount of wheel spin that exceeds a threshold wheel spin value (query task 422 ), then process 400 can perform a task 424 .
  • the threshold wheel spin value could be a user-selectable setting, as mentioned above for the selectable driving condition setting and the selectable vehicle handling setting.
  • the active traction control system can actively limit the actual traction system torque of the vehicle (in the manner described above) in an attempt to reduce and control the wheel spin.
  • process 400 also leads to query task 422 if query task 418 determines that the real-time torque command does not exceed the calculated torque limit.
  • query task 422 and task 424 serve as a backup measure to ensure that the vehicle does not experience excessive wheel spin that might result in loss of full control and/or a reduction in vehicle performance and handling. Therefore, if the driver commands correspond to optimized tire performance, then the result will be maximum acceleration and a neutral vehicle feel. If the driver underestimates the tire capability, then the acceleration will be less than the maximum and the vehicle will have a tight feeling. On the other hand, if the driver overestimates the tire capability, then the system will provide enough torque to saturate the tire, which will generate excess wheel slip and result in a loose feel for the vehicle.
  • process 400 exits or returns to task 408 to continue its real-time processing.
  • process 400 continuously collects updated vehicle status data, dynamically calculates torque limits, and actively limits the torque output of the traction system as needed.
  • the driver remains in full control whenever: (1) the driver-requested torque command does not exceed the calculated torque limit, and (2) excess wheel spin is not detected. If, on the other hand, the driver-requested torque command exceeds the calculated torque limit or excess wheel spin is detected, then active traction control executes to reduce the actual torque output as needed.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
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US10308137B2 (en) * 2010-03-29 2019-06-04 Wrightspeed, Inc. Vehicle dynamics control in electric drive vehicles
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